Retainer valve fastening



Feb. 16, 1932. K.- F. NYSTROM 1,845,326

RETAINER VALVE FASTENING Filed m 1s, 1929 21 3 in L95 a viuaf w Patented Feb. 16, 1932' rArsnraorrloE. I

ARL r. NYs'rnoM, or MILwAuKEn, Wisconsin nnramnn vaLvn 'rasrnmne Application filed November 18, 1929; seriai' wo. 408,150. I

proximatelyin line with the usual running.

board on the roof of the car and therefore at a point where the operating leveroftthe retainer valve is sopositioned as to be in easy reach from" the trainmans position on the running board while at-i the same time in close proximity to the trainman when-stationed on the usualbrake step at the end of thecar. I J i 7 It is essential that the retaining valve and its lever be so placed asto permit easy operation thereof for thepurpose of controlling movement of a train and therefore thexvalve the trainman is on the car so as to enablethe trainmain-within a comparatively short space of time, to run along the tops of the cars of a train and operate the various valve-levers.

My invention also has for its object the provision of means which will obviate use of the more expensive anchorsorbrackets and also whereby the necessity of drilling v bolt receiving holes through the end walls of the car will be eliminated; the'latter meth- 0d making access to the bolts, should occasion require'when the car is loaded-and the doors of the car sealed, impracticable.

The objects and advantages of my invention will be readily comprehended from the 7 following detailed description of-the accompanying drawings, wherein: 1 i v F igure'l is atop plan viewof one end of a freight car and its running-boards with the p extended v side ofthe saddle being out or retainer valve secured place;

Figure 2 is an end elevation of a portion of the top of the freight cart Figure '3 is a horizontal sectional view sent an upper horizontal. face to receive the ends of'the running boards as shown, and 'also'toprovide. an exposed portion of'the taken substantially on the line 3 -3 of Figu're2.

In the particular exemplification of the'in- Y vention, a portionof the vupper. end wall of a. freight car issho-wn at 10, provided with the b 7 surate with the width of the composite runand its lever must be within easy reach while saddles are arranged substantially'flushv with 'My invention contemplates "providing an i of the composite running board 12.

vend of the car for the purpose of providing usual oppositely sloping roof 11; while the carat the crownror ridge of the roof is provided with theusualrunning-board; apornon whereof is'shown at 12-disposed lengthwise of the car from'end to end. li'lhese 56 running-boards usually consist of the parallellyiarranged' and slightly spaced planks or boards as shown which are supported bysaddles arranged at predetermined distances apartand-disposed transversely of the ridge IQ of the roof. The usual type of running board saddleiis shown at 13 in Figure 1 being arrangedtransversely'of the roof, with the bottom of the saddle, which isusually of wood,

cut in an oppositely sloping manner to receive: 08

the crown or ridge of theroof at the juncture of the oppositely sloping'bottom sides; the saddles being suitablysecured to'the rOOf timbers of the car. 7 V The usual saddles are of length. commenning boards which usually consists of three parallely arranged spaced planks 14, as shown in 'Figure' 1; so thatthe ends of the the outer longitudinal edges of theouter planks or boards 14, as shown at 13s in Figurel.v 1 A i ,1 &

end saddle, namely the running board saddles' atthe endsof the car, with an extended portion as shown at 15 in Figures 1 and 2 and arranged cto have' the extended portion disposed beyond one ofthe longitudinal sides 'In "the particular exemplification of the invention, the extension 15 preferably consists ofan integral portion of the end saddle whose bottom is formed in the opposite slopingmanner to receive'or matchthe crown or ridgeof the roof; the entire bottom of the formedat an angle matchingtheslope of saddle disposed substantially flush with the means of anchors or brackets which in turn are bolted to-the car end walls, with the-bolts means for supporting the usual air-brake system retaining valve indicated at 17.

The pressureretaining valve 17 is threaded or attached to the upper end of a pipe, a portion of which is shown at 18 in Figure 2, which communicates with the triple valve, not shown, of the air brakesystem. The pressure retaining valve 17, which is of a well known construction, involves a body, "casting provided with oppositely disposed and aligned integral securing ears or lobes 19, 19, which are apertured to receive securing bolts.

Heretofore, retaining valves have been se-- cured to the end Wallsof a freight car by of the bracket disposed through the car wall.

holes through the end wall of the car for the =wit-hout removing the load. This not only Aside from the expense of. such brackets, such fastening means involvethe drilling of purpose of "receiving the bracket retaining bolts whose fastening nuts are usually located onthe car interior.

I Inthe event of wear of thebolt-holes or a loosening of the nuts through the turning of the-bolts, itwas necessary to have access to thecar interior for the purpose of screwingup'thenuts. Wherethe car was loaded, access to'the nuts within the car was impossible meant a loss of time, but at times was not feasible because it requireda breaking ofthe car-seal, which is not desirable.

The. purpose of my invention is to provide a method of, fastening the retaining valve which will eliminate the difficulties above --men-tioned and which at thesame timerwill posit-ion'the' retaining valve at a more accessible point for operation by the trainman-so as to enable quick operation of the retaining valve levers on the various .cars of atrain V. result'in' his losing his; balance during movewithout need for the trainman to descend :from'the running board or to assume a, dangerous pos1t1on TOPOPGI'fltlOIl which might ment ofthe cars.

. As shown, in the drawings, the extended portion of-the end saddle provides means for mounting the retaining valve 17 which is accomplished through the-use of a pair ofsuitable'b'olts 20, of length sufficient to 4 extend through two holes drilled transversely of the-extension 15, at spaced apart points,

- adapted to register withthe usual; apertures in the-lobes'or cars 19, 19 of the retaining 1.;valve, as shown'in Figure 3.

1 :bolts 20, 20 are usually inserted through'theears or lobes and thencethrough the holes in "'athe exte'nsi'on l-5jof-the -end-saddleso that the clearance for the reception of a wrench-the As is apparent'from Figure2 -Whenscrewed up tightly into place cannot cut or be countersunk into the wood. At the "same time, the plate 22, which is preferably made of steel, has its ends extend sufliciently beyond the bolt-receiving apertures to permit theends of-the plates after the nuts have been firmly screwed into place, to be bent upwardly against the sides of the nuts as shown at'23,;23 in Figure 3,to provide means. for locking the nuts against rotation. a

theretaining valve 17 is arranged approximately 'in line with the running-board so that the valve- .handle 24 is positioned where'it canbe easily reached by the trainman whileon the run:;

ning-board of the car, with the result that operation of'the retaining valveson the different cars of a train may be accomplished in a comparatively shortspace of time.

I have illustrated my invention in connec- 1 saddle and the extension may be of metal and thatxthe extension-15- need not neeessarilybe made an integral part of the end saddle, but may be secured thereto or arranged in longitudinal alignment therewith in order that-the retainingvalve receiving face of the extension is disposed substantially in vertical alignment with the end wall of the car and withthe retaining valve approximately in the plane of the roof.

-I have shown what I believe to be the simplest embodiment of my'in-vention adapt ed to; present freight car construction and I have described the invention in terms which are employed-merely as terms of description and not as terms of limitation, as ,modifications are possible without, ing, from the spirit of my invention.

VVhatIclai-m is: 7 1. In combination with the retainer valve of an air brake system and the running-board saddle of a freight car, bolt receiving means arranged at one end of the saddle of a freight car and disposed beyond one side, of the running board, said meansbeing arranged 'of an airbrakesystem, a freight car runningboardend saddle secured: on the roof of the however, depart-' 11 car, said saddlebeing of length greaterthan the width of the running-board with one end of the saddle disposed beyond one longi-{ tudinal side of the running-board, and means for securing the retaining valve to the outer vertical face of said extended portion of the end saddle.

3. In combination with thereta-iner valve 7 of an air brake system, a freight car runningboard end saddle secured on the roof of the car, said saddle having an extension at one end disposed beyond one longitudinal side of the running board, bolts for securing the re taining valve to the vertical face of said extension, and means arranged on'the opposite vertical face of said extension nuts of the bolts against rotation.

KARL NYSTROM.

for holding the 

